Armand peugeot



(No Model.) 1

A. PEUGEOT.

OIL ENGINE- No. 577,536. Patented Feb. 23, 1897.

withdrawn.

UNITED STATES PATENT FFICE.

ARMAND PEUGEOT, OF VALENTIGNEY, FRANCE.

OIL-ENGINE.

SPECIFICATION forming part of Letters Patent No. 577,536, dated. February 23, 1897.

Application filed July 29, 1896. $erial No. 600,914. (No model.) Patented in France February 6, 1895, No. 244,925, and in England May 21,1896, No. 11,078.

To all whom it may concern.-

Be it known that I, ARMAND PEUGEOT, of the city of Valentigney, Doubs, France, have invented Improvements in Oil-Engines, (for which I have obtained Letters Patent in France for fifteen years, dated February 6,.

1895, No. 244, 925, and in England for fourteen years, dated May 21, 1896, No. 11,078,) of which the following is afull, clear, and exact description.

This invention relates to a petroleum-engine of the four-cycle type for the propulsion of all kinds of carriages or vehicles.

Reference is to be had to the accompanying drawings, forming part of this specification, Figure 1 of which is a longitudinal vertical section, and Fig. 2 a plan, of the engine with the cap of the crank-chamber removed. Fig. 3 is a face view of the governor. Figs. 4 and 5 show modifications of the valve-operating cam.

The same letters of reference denote like parts in all the figures.

The engine comprises two horizontal parallel cylinders placed side by side and formed of a single casting A. The cylinders are connected at their front ends to a cylindrical crank-chamber comm on to both, carrying the crank-shaft bearings O C. The casing is made in halves B B, divided 011 the plane of the crank-shaft and bolted together, so that by removing the cap the working parts can be The cap has an opening closed by a sliding cover to permit inspection and lubrication of the working parts and also two side openings K to admit air for cooling the cylinders. Within the casing are two crankdisks F F, acting as fly-wheels, respectively, attached to the two portions G G of the driving-shaft, being coupled by a crank-pin H, to which the connecting-rods H H are connected. The cylinders have valve-chests I I either cast in one or separate, and a compression-chamber is provided at the back end of each cylinder, the valve-chests and rear part of the cylinders being water-jacketed. The gases are inhaled through self-acting valves S, whose seats R are contained in the upward extension R of the valve-chambers and are held in place by liners R and screwplugs R the exhaust-valves Sbeing at the lower part of the valve-chambers, as shown in Fig. 1. They can be introduced and removed through the same openings as the admission-valves by merely removing the plugs and liners for cleaning or repairs without disturbing any other part, which is a great advantage.

The exhaust-valves are opened alternately by means of the following mechanism: Upon the crank-pin H is keyed a cam-disk D concentrically with the crank-shaft, having a peripheral reversed spiral cam-groove E, making two turns of the circumference and crossing at point E, Figs. 1 2, 4, and 5. The groove is symmetrical with regard to the central plane perpendicular to the axis of the crankshaft passing through the crossing-point of the groove, and in it works a slide-block I, carried on the end of a crank-arm J, keyed on a rock-shaft J, placed parallel to, beneath, and equidistant from the axes of the cylinders. At each revolution the slide-block I passes from one side to the other of the central plane, thereby oscillating crank J and its shaft J, which extends to the back end of the cylinders and terminates in a cross-head L of inverted-V form, to the extremities of whose arms are pivoted two tappets n n, which alternately raise one or other of the exhaustvalves, that is to say, each Valve at every two revolutions. The cam-groove E may be replaced by a projecting rib of similar form, the slide-block L, Fig. 4, being made to embrace the rib and the crossing-point being formed as in Fig. 4. The firing of the charge may be effected either by an ignition-tube or by electricity.

The governing is effected, as represented in Fig. 2, by a centrifugal governor contained in one of the crank-disks F, acting on a collar N, whose sliding motion is transmitted by two rods N N (of square section fitted to slide in grooves and preventing the collar N from turning With the shaft) to the exterior of the casing. a notch N in which engages one arm, 0, of an elbow-lever pivoted at M and whose other arm, 0, acts on a sleeve P, sliding upon the rock-shaft J, but not turning with it. A

The rod N is provided with spring Q, confined between the bearing of shaft J and a collar on sleeve P, opposes the centrifugal action of the governor, but when the speed becomes excessive the balls fly out and, overcoming the spring Q, bring the T- shaped head Q of sleeve P in the paths of the tail ends of the tappet-lever a n, Fig. 3, before referred to, thus tripping them. Each tappet n is fixed to a spindle m, pivoted in the forked end m m of the oscillating inverted-V-shaped head L, and provided with a hooked arm n, to which is attached one end of a spring '1', the other end of which is attached to the cross'head L. Stops S S on the cross-head L limit the movement of the tappets under the action of spring 0*. Each tappet-spindle m on is also provided with a tail 1, above whose upwardly-turned end the head Q is brought by the action of the governor, so that when thetappet it rises to open the exhaust-valve it is tripped or inclined by the tail 25 meeting the head Q, and it therefore misses the valve-stem and fails to open the valve, the escape of the burned gases being thus prevented until. the speed again becomes normal, whereupon the T-head Q is retracted by the spring Q. The tappet n is caused to resume its normal position by spring a and then, when the cross-head L swings, lifts the exhaust-valve to allow the burned gases to escape and permit of a fresh inhalation and explosion taking place.

The engine requires no lubrieator, as the crank-chamber B is accessible, as above described, and the crank revolves in an oil bath, which is splashed into the cylinders. The engine is easily adaptable for four cylinders, the two additional cylinders beingin line with the other two on the opposite side of the crankshaft, the crank-disks, cam, and governor being common to both pairs of cylinders and the four connecting-rods being jointed two and two to the same crank-pin. The valve operating mechanism is similar for the two pairs of cylinders, the two s1ide-b1ocks traveling in the same cam-groove, so that an explosion is obtained for every half-revolution of the crank-shaft.

For starting, one pair of cylinders is first set in action by means of a special mechanism, so as to lessen the power required to start, the second pair of cylinders being made to work by the first pair already in work. Only one pair may be kept in work, if desired. The engine may be made of any dimensions and be applied to any purpose required.

I claim 1. In a multiple-cylinder oil-engine, the combination of admission and exhaust valves, the valves arranged one above another and screw-caps covering the uppermost valves so as to enable inspection and repairs of both the admission and exhaust valves to be per formed by removing the screw-caps of the valve-boXes, valve-operating mechanism co11- sisting of a cam-disk keyed on the crank-pin, a slide-block crank-arm and rock-shaft, a cross-head which alternately actuates the exhaust-valves of the two cylinders as described, and governing-gear partly contained within the crank-chamber and sliding on,-th.g,,valveoperating roek-shaft for determif he action of the latter on the exhaust-Calves, as specified.

2. In an oil-engine,the combination ofa plurality of cylinders and a crankshaft mech anism, of a cross-head and means for swinging the same, the said cross-head being provided with a plurality of tappets pivoted thereto and an independently-movable head Q located in proximity to the tappets and adapted to be moved into the path of the said tappets to render them inoperative to actuate the valves.

The foregoing specification of my improvements in oil-engines signed by me this 13th day of July, 1896.

ARMAND PEUGEOT.

Vitnesses:

DAVID T. S. FULLER, ALBERT MoREAU. 

